Gearing



June 1 192e; 1,586,861

Ic. H. TAYLoR GEARING- Filed Ot. 22, 1925 l 4-'Sheets--Sheet 1 Z] f/Q'Z" IME/2X0 f" .June E 192@o 1,586,861

CL L TAUYLCDR GEARING Filed Oct. 22, 1'923 4 Sheets-Sheet 2 Zta/2967725 June 1 1926. Lm

' C.H.TAYLOR GEARING Filed Oct. 22, 1925 4 Sheets-Shet 5 YJune 1 1926. 1,586,861l l C. H. TAYLOR GEARING Filed Oct. 22, 1925 4 Sheets-Sheet 4 Patented .time 1, 1926.

il dirti .ES

CECIL HAMEIJIN .TAYLOR, .OF DETROIT,

GEARING.

Application led October 22', 192,3. Serial'No. 669,889.

My invention relates to gearing and more particularly to differential gearing for automobiles and the like, for driving the two axle sections of a driving axle of a motor driven vehicle.

It is desirable to permit differentiation between the tivo driving Wheels While the vehicle rounds a curve. It is also desirable to prevent stalling of the vehicle by idle spinning of a driving wheel that loses its traction. These two requirements are fundamentally in conn-ict in the usual type of differential noiv employed in power vehicles. The so-called locking differential has been developed to meet these requirements. This so-called locking differential has been proposed in three fundamenta-l types (l) rlhe over-running clutch type such as is disclosed in the United States patent to Rogers, No. 1,092,870.

(2) The loc-king Worm and Worm Wheel type such as is disclosed in the U. S. patent to Brown, No. 1,268,429.

(3) rlhe cam and friction type suc-h as is shown in my copending application No. assess. f

rlhe. over-running clutch type Was first developed. It is least advantageous as no true differential action occurs. All the torque is put upon the slower moving `Wheel at all times and the faster moving Wheel runs ahead idle. Generally if it runs ahead too far it causes trouble. This type so far has proven impracticable.

The sec-ond type employing a locking Worin and Worm gear or its equivalent was next developed While the cam and friction type was last developed. In both of the second and third types a Sliding friction between the two pressure yelements occurs.` Of these tiro typesthe last is more advantageous. The locking Worm type embodies considerable diiiculty in the manufacture of `the Worm and Worm Wheels, and it en tailsVK a sliding friction `for normal differelltiation as well as. for flocking. Due to the` relatively high .pressure on limited areas, rapid Wear results. rIhe last "forin-issiInf- 4pler and appears. so far .to give the best results. VIts use entails considerable additional expense over .the plain differenti/al and. it introduces .an ,element yof back-lash .which is not lldesirable,butfit isp ,re able tothe earlier types. n'said usual driving pinion and ring gear together with the cage, bevel p inions`v and bevel Wheels are employed, and then there'are provided additional cani means for perforniing the function of securing a thrust either radial. `or axial with respect to the axle sections Whichfproduccs the desired friction. vThese additional velements require added expense and a completen-design ofthe ditlerential. That is to say, they "cannot be substituted for standard parts novv'in eXistencef I have conceived .that the` additional cam mechanism, Vwhich is'requ-ired bythe last type vabove referred tojmay be dispensed vwith assuch and the camming 4function em; bodied in the coi-operatingl teethV of. the dif'- lterential gears and pinions themselves. I have further conceiyedftlie possibility of substituting such novel lgears for, the standard gears ynon7 iny use cars and in the place of such gears Without requiring fur-f ther room.- i

The 4teeth which I term gear teeth are, in fact, gear teeth, yand function With they usual rolling action to transmit power.

I fulfil in the construction of my inven- Vtiontwo coniiicting requirements, namely (l) Rolling friction forfpovvertransmission,

throiv kthe teeth-,ont ofmeshiby la sliding cam action between vthe teeth. In other Words, the prior art ,Conception vof external ,camming surfaces which press the meshing gear teeth into each otherl tending to cause bottoming and .excessive Wear, such kas is illustrated in Figure l of .the accompanying drawings, has now beenreversed and the meshing teeth spread-their gears apart to secure the clutching action 'against the cage Without any intermediate mechanism or ,multiplying means such as multiple discclutchl mechanisiil` or a cone-cluteh mechanism.`

To carry my invention into effect, it is necessary to construct special tools since .the .gears `of my inyentionicannot becnt on any previously linoivn standard gear entfter as. Ifound upon 4trying to haveftheni cut for the first time. i

Non', in order to explain first the nbroad principles of my invention as required by `the'.statute. I .shall refer hereafter to the teuresarrearils 01,1 .S1 t 11" @tithe assompanyingV drawiiigvvhiclt bears diagrams use- (2.) Large reaction pressure tending to ful in giving an understanding of my invention.

On Sheet l, Figure l is a diagrammatic showing of the type of device such as is shown in my cri-pending application, Serial No. 358,389, liled February7 13, 1920, and above referred to as the cam and friction type of locking differential;

Fig. 2 is a diagram illustrating the pressure angle of the teeth of a gear;

Fig. 3 is a diagrammatic illustration of the angle B indicating the angular-ity of a pinion and gear of a pair of bevel gears;

Fig, 1L is a chart showing the mathematical tangent curve n Fig. 5 is a diagram illustrating the forces acting upon a gear tooth of conventional construction Fig. G is a similar diagram illustrating the operation of forces upon a gear tooth of my invention g Y Figs. 7 and S are diagrams illustrating the action of metal flowing into die materials;

l.\"'ig. 9 is an isometric view showing gears and pinions with straight' teeth mounted in a suitable cage;

Fig. lO is a cross sectional view of a differential embodying my invention;

Fig. ll is a diagram illustrating the construction of the teeth of gears embodying my invention,

Figs. 12 and 13 are diagrams illustrating the action of gears and pinions of this character; i

Fig. lil is a cross sectional view through a die mold and pinion, showing how the pinion may be manufactured by drop forging;

Fig. l5 is a fragmentary sectional view taken on the line 15e-l5 of Fig. 14C; and

Fig. 16 is a plan view and Fig. 17 is a side view of a spiral bevel pinion of my invention.

Gear teeth as now known are of two types*cycloidal and involute. l select the involute type of teeth for purposes of illustration as beingthe form most easily shown and understood. This 'type furnishes the requisite strength. Nearly all commercial gear cutting machines are equipped for cuttinol gear teeth of this type.

4n order to secure the desired action of clutching the gears and hence the axle sec tions to the cage without further multiplying means, it is necessary that the friction between the cage and the gear be substantially equal to or greater than the torque tending to more these parts relatively to each other.

Assuming that .in a differential of the above type:

where F is the friction moment holding or clutching the wheels and cage together, and

weasel T is the torque at unit radius tending to move the parts with respect to each other.

New, the force of friction depends upon the area A, the coeflicient of friction f, the mean radius of the friction surface R, and the pressure l? upon said surface or area, s0

that

n AfPRzT (2) The circular area of contact between the cheek of the gear wheel and the cage may be represented by the following equation:

Azur (s) where, however, R has been chosen as unit radius. This assumption of the value of A is slightly too large because of the space taken up by the axle sections, but this assumption will bc sufliciently close for our purposes.

vWe will assume therefore,

JIW PzTX tangent a because the axial pressure tending to force the Wheels apart and into engagement with the cage is a function (tangent) of the angle ct of engagement of the teeth for straight gears. However, for bevel gears, this must be modified by a function of the angle B shown in Figure 3. Therefore, for bevel gears as is the case at present:

F cos B:.87P (6) However, the above calculations for angle o merely indicate the general nature of the angle required. The value of f chosen above may be high. Hence, it is likely that a steeper angle may be required under normal conditions if the friction is to be great enough to hold or clutch the parts together completely. There a complete locking is not required, and this would be the average condition, the angle need not be quite as large. lfn general. however, the angle must be in excess of in order to secure a greater pressureupon the clutch element than the tangential tooth pressure. In practice I prefer to use a pressure angle between and 70.

It is .rnown that in calculating the number ofteeth upon a pinion with present commercial gear profiles the lowest number that TT cos B tangent a f=T weasel will give continuous action without undercut is 12 teeth, and commercial gears are lfigured upon a basisol 12-tooth pinions as the lower limit. Pinions oi less than 12 teeth are special. i

In order to substitute the present gears and pinions for priorl commercial gears and pinions, it is necessary to lreep the same relative size `of the parts and this favors the use or pinions oi" less than 12 teeth. The 12 tooth normal pinion is figured as the smallest number which will constantly give smooth continuous action.

In practice I have constructed the pinion of 8 teeth using a 60 pressure angle and have secure-d satisfactory operation. There are two conllictine` requiren'ients to be met: First, the desirability for uniform motion betweenthe Igears and pinions which would normally compel a 12-tooth pinion. Second, the necessity for a relatively long,` tooth to permit of the outward play olthe gear wheels with respect to the pinions in their clutching action alterth'e parts have. worn loose. But the iii-st requirement for continuous action cannot be satisfied by increas ing the number 'of teeth. Increase in the number or teeth with a pressure angle as large as I lemploy will not give'uniitorm motion as the ratio between the arc or correct roll and the pitch remains constant. Hence all that increasingthe number or teeth would do is to decrease the amount or inequality by bringing the pitch circle, root circle and tip circle closer together as the teeth become shorter and to increase the frequency or the irregularity. A certain amount oi1 play must be allowed to ensure meshing of the teeth after prolonged wear as above referred to. That is to say, the pinions must be able to :torce the gears out axially to secure the clutching action after longwear. It the motion required to secure the clutchingl action were in excess of the length or the teeth, obviously the teeth would slip past each other and breakage might be expected. Y

I am aware that it has heretofore been proposed to employ the effects of the pressure angle o't the teeth to secureaclutching action between axle sections. (See British Patent No. 27,123 o'l' 1911 to Goedhart, and see British Patent No. 7,557 ot 1915 to lflfolseley Motors.) But I wish to call attention to several fundamental errors in said proposals which have kept suchconstructions from being` usable. First, and perliaps least important, is the fact that they eine 'ploy Jfriction multiplying devices which compel a complete re-d'esign or the differential. Second, the presence of these friction multi plying devices requires an excessive axial movement of the clutch parts greater than is permssable with 'gears 'new known resulting in at least two fat-al defects.

(1) By the unusual separation or the gears stresses are created upon the teeth resulting in improper action and excessive wear.

(2) Abnorn'ial baclnlasli, which results in stresses upon the teeth which they were not designed to stand, and particularly results in discomfort .to the occupants of the vehicle.

(3) Excessive wear on the teeth because oi' the unusual degree of endwise motion and the relatively small pressure angle.

I am further aware that it has been proposed to increase the pressure angle to assist the action ot said clutching,` devices. rlhis would only lmake matters worse in the construction as proposed as it would reduce the strength and Wearing qualities or the ,gear teeth to a greater extent than it would increase the friction unless other means were employed to compensate for such change.`

Even if it did result in an increase of tooth pressure, and hence, friction, it would produce a relatively small change, that is, merely a change in degree, because a change of the normal tooth angles by the degree permissable in the constructions heretofore known, would not create anythingl but a small change in degree.

For example, assume that the pressure angle or the above construction is 141/20. rllhe tangent of 141/2o is .26. New, assume that the highest commercial angle which is new in use were employed, namely 22]/20. The tangent of 221/2o is about 41, only about halt again greater than thatolthe previous value.

In certain of the gears which I have employed the pressure angle is 60".L The tangent or 600 i's` 1.73 or about 51/2 times greater.

New, in connection with the above enormous increase in pressure which my gears secure, I wish to call attention to a remarkable property of my gears which marks them as dilierent in kind from the gears of the prior art, and that is that the teeth are unbreakable by the pressure of a (zo-acting tooth.

Referring to Figures 5 and (i oli the drawings, I have shown in Figure 5 a tooth or conventional design. l According to the for" mulae and methods developed by Mr. lllil tred Lewis, the stress upon a tooth may be talrcn as a concentrated load upon the outer corner of the same. This is represented by arrow marked No. 1, normal to race of the tooth at this point. The line oi` force is 'extended to the points where it intersects the median radial line oit the tooth. At this point the force is resolved into its coinponents represented by arrows 3 and el radi-al and tangential respectively. rfi parabola inay new be drawn through point 2 and`tangent to the flanks or the tooth outlined.

This indicates at the point of taugency the Weel-Test section. ot the tooth at the line -6- Non', since the torce l acts tangentially about the point 6 with the lever erin equal to the line 2 7, and since the radial 'force 3 acts about the pivot G ivitli the lever arin equal to the line '.7-6, it can be seen Athat increasing the torce l Will break the tooth along` the line SHG.

Now, referring t0 the diagram ot Figure G u nere l have illustrated a tooth outline cn'ibodying` iny invention, it can be seen that since the force l0, which may be talren as thepload applied to the tooth, when. prolonged 'falls Within the base line 15-16, this tooth cannot be broken ott by bending stresses imposed by the applied tooth pressure, and it it yields it vvill be by crushing or shearing. Hence, the tooth is unbrealrable.

do not Want to confine the invention to teeth which are theoretically or mathemati cally unbrealrablc but the inarlred increase in tooth pressure .ngle which is desirable according to iny invention, also carries with it unbroalrability or substantial unbreakability in practice.

l/lhere the angle ot tooth pressure lies around C or above that value7 the desired increase in pressure for friction purposes appears, and also at about this point such a vast increase in strength ot the tooth occurs as to rive the saine the desirable result ot practical unbiealrability.

Non', the increase in the pressure angle which so greatly increases the pressure avait able tor friction clutching and Which inalres ihe teeth unbreakable or substantially so togi'ether with the necessity itor a tairly long tooth to give suthcient axial inotion7 entails a ditliculty, to-Wit: a pitch so coarse that discontinuitj.7 ot action occurs. This t fls t0 introduce an element ot irregular driving it not otherwise corrected. l reduce the dit# l'iculty by employing` a plurali y ot pinions `which While they inove synchronously.. are not in phase, that is, do not through the saine point.y in a cycle oit operation at the saine time. This is accomplished by unequal spacingr ot the oai 1yingarms or pins about the circumference ot the diilierontial gein-fs, of; by employing a nuinber ot teeth on the 'le gears divisible by the number ot phases out not by any multiple ot the number ot phases. it desired to reduce the if 'inequality ot driving still further the meshing teeth may be cut on a spiral ot such a deg-ree that the meshing ot a pair oit the spiral teeth will entend over the pitch distance.y i. e.,1 until the nent pair ot teeth come int-o mesh and take up correct driving` action.

This spiral formation may be relied upon independently ot the number ot teeth, but

1,5se,ee1

the tivo inethods of correction ivorl; together admirably.

lllhile as pointed out above, it is hie'hly improper in ordinary practice to separate gears to such an extent that only one pair ot teeth enojage, according to iny invention no disadvantage results because the teeth are unbreakable, and correct select-ion ot the nuinber of teeth and torniation ot the teeth on a spiral avoids discontinuity ot drive.

l nov.rv Wish to point t0 another novel advantage which tloivs trono the employment ot a large pressure angle namely, at or beyond 45, and that is the ease and cheapness ot construction. ln practice l have empl yed a 600 pressure angle With 8 teeth on the pinions and let teeth on the gears as substitutes in place et the standard pinions ot l2 teeth and gear of 2l teeth new employed in the Ford Model T automobile. llfhen an angle oit this character ata consequentcoarseness oit pitch ot the degree preferred 'tor the above is employed., it is possible to nialre the gears by the Well known process ot drop-forging Without injury to the steel and i 'th highly satisfactory result. lVhe-re the teeth are long relative to their pitch distance as in the gears ot the prior art, such operation is attended With too great difficulty. Ther a number of reasons Why gears ot the prior art have not been successfully produced by orop-toring.

(l) The angle tor iioiv of the metal is too sharp tor material ot the class required tor automobile gears resultine' in unlilled dies and excessive ivear upon the dies.

(2) rlie instal Which is required ttor automobile gears is too tough and dii'i'icult to ivorlr, and it it is forced to the degree called upon for the production ot bevel pinions heretotore known, the steel Would be so inuch injured as to reduce their strength considerably.

(3) The teeth are so thin and long' that chilling ot the teeth occurs before they can be formed, also resulting in uneven quality ot the steel.

ltoiv, in drop-forging the gears oit iny invention, the above detects are obviatcd and a nove and useitul effect is secured which provides a dense, tough Working tace tor the nears peculiarly adapting; them to function in the present device.

Referring' to diagrams in Figures 7 and 8, it will be seen that in maling the pinion ot iny invention, the inetal entering@` the tooth Inould nieves mainly in a direction subst-ann t lly normal to the Working tace ot the tooth. Since the ivorlnnp; tace ot the tooth is subject to compression (being an unbreakable tooth) in excess ot the bending' stress it can at once be seen' that the metal is coinpressed and inade dens-eral; the Working; i 1: race and the quality oi the gear is thereby improved. This isreadily understood when the action of aplastic material is considered. The advancing edge oit a plastic material in a mould is not sharp and will notreadily expand laterally.

"lt it were atten'iptedtoiIl the tooth ot a standard pinion as shown at Figure 7 there would be diliiculty first vin filling the teeth, due to t-hey rapid cooling ofthe metal and next, due to the necessity for expansion after passing the narrownech at the base ot the tooth. 'lhegreatest fault would be the weakness causedat thebase ofthe tooth by the eitcessive movement of the metal at this cut from a solid blank.

point. 'This movement, instead of being gradual and fairly Iequally distributed, would be exceedingly sharp along line substantially radialan'd termin-g a continuation of the/Hanks of the teeth.` This would introduce aline ot Weaknesswhich Would` render the gear of questionable value. It it were possibleto make gears byfiiflling the teethby pressure asrsliovvn in Figure7, the resulting tooth Would be weaker than a tooth However, the teeth made by filling a dieras shown in Figure 8, do not ypartakeof such Weakness, and in fact, it properly inadef' their surfaces are strongerand `denserthan is the case in. teeth cut from a solid blank, particularly so Where the gears lare restruck inwtinishiiig dies.

lhile I shall hereindescribe a differential in which the gears and pinions are bevel, it is to be understood that thesarne principle gears orto the spiral bevel gearsas'shown in said copending applicationabove referred In order `to acquaint those skilled in the art Vith the manner ot constructing `and operating my invention,` I shall now describe a specilio embodiii'ient of the saine in conn-ection with the,accoi'npanying drawings.

Referring now to thedrawings,Figure l illustratesa diiierentialot the type disclosed in :my copendiiig` application 358,389. The cage`20: has a suitable flange 2l to which a driving ring gear is connected. A .pair ot axle. sections 23 and 2lextend into the cage and are splined into the hubs of the disc nieinbers 25 and '26. These disc members haveA friction surfaces upon their backs as indicated at 27 torengaging co-operating 'tr'iction surfaces 28.1t'orined upon the inside ot' the cage 20. Thesey friction inembers`25 and 2G have cam teeth 8O formed upon their 'trout `'faces which i co-operate With similar cani.` teeth 3l vformed upon the back ot the bevel gears 32 and 33. These bevel gears `521and33 co-operate with a series ot bevel -pinio-ns- 34 which. are mounted upon suitable pins the `outer ends o't which pins: are secured to thecage 2Oand1'theinner ends ot .which pins'lare secured to the ringtorspider Thebevelwgears `32 are loosewitli rei sections beingthe saine upon each side.

'transmitted partly through `the bevel pinions Sel to the teeth 30 and 31 and thus to the axle sections and also partly through the cage 20'andthetrictional engaging surfaces 28 and 27 to the axle sections 23 and 24:.

:Uponi'ounding a` curve the differential ac- ;tion occurs as betere.

rlhe drive coming ytromlthe ring gear 22 is transmitted to the two axle sections 23-24- in proper ratio but Vwith the addition of a certain amount of internal riction.- The cage 2O is driven or Ward ati the saine speedand the outer Wheel `is. driven. at a certain greater rate ot speed and the innerata certainless rate-,tof speed, the result is the outer Wheel `overruns the cage by N per cent and the` cage overruns v`the inner Wheelby N per cent, the relative slippage of the cage with, respect to the axle Upon loss lof tract-ion by oneivheel Lthe tendencyfito-r, that Wheel isto spin idly due to. the ydiiterential. iHowever, the slight re- 4sistanceivhich the Wheel still encounters is sutlicient ivhenracting through the cams to cause relatively greatiriction bet-Ween the cage and the axle. sections Withthe result that alarge part of the torque is applied to ithe, Wheel which has traction. may be applied to straight or helical spur It will now be observed that the-angle ot'- fth'e eoacting cams 30 and 3l inust be relatively large `in order to secure theI pressure Yrequired-tor locking `or "substantially locking lthe trictional surfaces 27 and 28 together. The total angleo-the cams Oyand -ll-.isfprei'erably considerablydn excess of SlOOso that the line oi action ot one tooth lupon another lWill create a greater axial thrust than transmitted circumferential thrust or toi-quent thesau'ie radius.

The disadvantageot this type of gearing is that thepressure between the teeth 3() and 3l causesgthe bevel gears 32 and 33 to he thrust axially inwardly thus `vforcing the teetlrof the gears-l2 and 33' into the teeth of the ]'pi`nions34 so that bottoining of these teeth tends to occur ivith.unsatisfactory operation and rapid Wear, unlessnieans is yprovided t0 prevent it.

As above explained, l have combined the Wedging actionof the cams 31 and 3() with the f normal rolling Hor power r.transinittin action ot the teeth on the gears552-r33 angl pinions 34.

Nomreterring to Figure 9, the axle secn tions shown .at-l0 and klare connected directly to the bevel gears eiland 43. These bevel gears have latfaces 44` which are adaqated` toengagije co-operating flat surfaces on the ,interior of .the cage- 45 as will be more apparent from Figure 11. A friction washer 47 which may be made of a suitable asbestos composition or the like is shown at 47 between the. friction surfaces and 46. This, however, does not alter thev fact that the entire friction is between the surfaces 44 and 46 since the washer 47 is not held and there is no multiple disc effect.

The pressure for holding the friction faces 44 and 46 in clutching relation with each other is developed by the reaction between the teeth of the gear wheels 42 and 43 and the interposed pinions 48. These pinions are mounted upon pins 49 extending from spider 50. The pinions 48 also tend to frictionally engage the cage 2O from the reaction developed between the teeth and suitable friction washers 51 are interposed between the backs of the pinions and the cage Q0. The teeth of the co-operating gears and pinions are formed with pressure angles in the present case of substantially which I have found to be entirely suitable in practice, although I do not wish to confine the invention to this value only. The reactive pressure should be in excess of the torque pressure in order that suiiicient fric tion may be developed to secure substantial locking of the partsv under loss of torque on one of the axle sections. As will be apparent from Figure 107 the tooth shape is that generated by the involute curve. The pitch of the teeth is relatively coarse in order to secure sufficient length of the teeth so thatI the pressure developed may move t-he gears axially without the teeth losing contact after much wear. The teeth may be formed either by cutting out of a solid blank or they may be formed by dropforging as illustrated in Figures 14 and 15. In practice these teeth are rounded or flattened off slightly at the tops and thus as the angle of tooth pressure approaches substantiallv 450 the teeth become unbreakable by tooth pressure applied normal to the face thereof by coacting teeth. That is to say that the tooth cannot. be broken by bending stress. and if it yields it will. either be sheared off or crushed. When I speak herein of unbreakable teeth. I do not mean teeth wihich are strictly 450 or more, but I intend to cover teeth which are practically unbreakable under the usual working conditions. The teeth 52 may be either straight or spiral on these bevel gears but the resulting cam action is the same. The use of spiral teeth will be explained in connection with Figs. 16 and 17.

The manner in which this device of Fig. 11 operates is apparent from the description of Figure 1. lVhen t-he two arde sections are advancing at an equal rate the drive is partly through the. gear teeth and partly through the friction surfaces. When invention.

one title section advances at a greater rate than the other, the advance of its connected gear wheel overruns the cage 2O and at the same time the cage 20 overruns the other axle section and its gear by the same amount. The friction thus is substantiallg,v equal between the cage and each axle section. When one wheel loses traction it tends to take up the entire motion of the driv ing shaft and cage, but the axial pressure createdy by driving the wheel idle is sul? ficient to cause a relatively large friction between the cage and the other axle sections. If the relatively free wheel has even a slight friction against slippage the resultant internal friction of the differential puts a large percentage of the torque upon the wheel which has. traction.

I have found. that in constructing the teeth of the gears of my intention, the usual gear cutter now in use generally is not adapted to cut a tooth with as great a pressure angle as called for by the present I-Iowever7 the gears can be cut and I have in practice thus manufactured samples which were completely satisfactory.

These gears may be made by forming the teeth by drop-forging, as shown in Figures 14 and 15. The cci-operating matrices or dies are shown at 54 and 55. rlhey are so shaped as to provide a blank having substantially finished teeth as will be apparent from the drawings. The blanl; is then machined to the finished form, the parts shown in double cross hatching being removed.

Due to the coarse pitch of the teeth and the large pressure angle, the movement of the metal into the dies forming the teeth is such as to compact the working faces of these teeth. There is a peculiar relation between a tooth subjected to a large rear.A tive pressure due to co-operating teeth. and the forming` of the teeth with this dense, tough working face. The metal moves int-o the matrix for the tooth along lines of movement substantially normal to the working surface. rlhe result is a tooth haring a working face compacted by pressure and highly effective to withstand the stress of compression and friction which comes upon the same due to inter-engagement of the teeth. In other words, the stress produced by the reaction between teeth is subst-antiallv in line with the line of movement of the metal into the tooth mould.

Due to the form of the teeth and the high pressure angles which are employed, the arc of correct contact between the gears and pinions is less than that which occurs in the known types of gearing now in use. The arc of contact is, in fact, less than the angular pitch with a consequent tendency to give an irregularity of transmission due to irregularities of angular velocity at the different points in the cycle of tooth conlOO CILA

tact. This objection may be deduced by suitably arranging the number of teeth which coact or may be entirely removed by forming the teeth into conical helices ot suliicient angle to extend through an arc equal to or greater than the pitch angle divided by the number .of meshing` phases.

ln the diagram of Figure l2, l have indicated the master gear 4t2 and the satellite pinions A, B, C and D. ln this case the master gear et?, has lll teeth and the pinions have 8 teeth with the result that with equal spacing' of the pinions A, B, C and D about the n'iaster gear, the pinions are in ditll'erent phase relation-the pinions A and C being in substantially the same phase relation, and the pinions B and D being substantially the same phase relation with respect to each other, but the two pairs being in ditlerent al se .relation with respect to each other.

in Figure 1B the satellite pinions A-ll-C and D are spaced about the periphery ot the master gear by unequal intervals with the result thatv the teeth ot the pinions are in different phase relation. This unequal spacing may be in pairs or each spacing may diiier from every other spacing. ln a similar manner, the scheme employed in Figure l2 may be varied so that the teeth ot each pinion will be in a phase relation different from that of all ot the other pinions. l

is believed that the action ot' producing a relatively smooth transmission of power with the gears above described will be apparent from the previous description and from the drawings. `Suce it to say that when one tooth ol" one pinion loses or substantially loses its correct rolling contact with the coeoperating tooth of the other gear, the tooth on another pinion takes up correct or substantially correct rolling motion and thus is able to transmit power steadily because ot the above stated difierence in phase relationship.

Figs. 'i6 and 17 l have illustrated a spiral pinion or conical helical pinion in which the length of the tooth and the angle of the tooth being such as to permit the tooth to mesh correctly or substantially correct through an arc equal to or greater than the pitch angle divided by the number ot meshing phases. The tooth profile is the same as shown in connection with Figs. 10,12 and 13. The arrangement of the gears and pinions is the same as that shown in Fig. ll and the operation is he same except that a smooth action and transmission or power is secured` The construction of the gears ot my invention is less expensive than the construction ot standard gears as now employed in automobiles. Also, because no additional room is required to introduce camming devices or friction multiplying devices the gears of my invent-ion may be installed in differentials already constructed and in use. Where the gear teeth are termed by dropiorg'ing there is eiiiectedv a very considerable saving due to this operation being much quicker than the cutting of teeth from a solid blank. Even where the teeth oi" my invention are cut from a solid blank, the operation is less expensive because fewer teeth need to be cut. Y

l employ the term pressure reaction to des-- ignate the thrust resulting between `the teeth ot co-operating gears. ln the case oi cylindrical spur gears the pressure reaction is radial but in the case ot bevel gears it is at an angle.

ln conducting experiments and tests upon the samples oit gears which l have made in. accordance with my invention and inwhich l used a substantially homogeneous metal so nearly as l can determine, l lnd that the teeth ot these gears are unstripable. By the term unstripable in this specification and the claims, l mean that the tooth will not break across the base prior to the destruction of the body ot the tooth.

l do not intend to be limited to the details shown or described.

I claim l. ln a diilerential gearing having tooth faces ot such an angle that the arc ot correct contact is less than the angular pitch, two satellite pinions and master gear wheels, the teeth 0l" said pinions being in ditl'erent phase relations with the teeth ot said gear wheels.

2. In a transmission, in combination a gear having teeth providing an arc -o'f correct contact less than the pitch, a plurality of gears engaging said gear, means tor moving all of said plurality ot `gears in unison,

the teeth oli said plurality oit' gears being 1n different phase relationship with the teeth ot the single gear whereby some ot said teeth aiiord correct contact.

3. In a differential gearing having tooth Jfaces of such an angle that the pressurey angle shall be from 50 to TOO, two satellite pinions and master gear wheels, thev teeth of said pinions being in diil'erent phase relations with the teeth ot' said ,t wheels.

ln a transmission, in combination, a toothed Climent, a second toothel eleing therewith, said te 'li bepcd so that correct coi 'tor power f sion is intermittent. a th :d toothed ,i 'd eccomi element and arranged 'to have tori-ect contact therewith when said ti elen'ieiit does not have corrrct Contact7 and means for moving said First and third elen'ients in unison.

ii, lin a d''"erential. a source ot power, a plurality oi baincing gears actuated by said power, and two driven gears 'associated with said balancing gears, the teeth on said gears being shaped to provide correct Contact only intermittently, the different bulnncing gee. being set With their teeth in different phase relations With res ssociuteu gears, the teeth on seit gears being shaped to provide correct Contact only intermittenti` differentbn-lnncing gea-rs being' set i en ,eth in different phase relations vri est, to the driven gears, Whore by it leest oV .iiid beluneing gears always lies correct contact -with ear-eh driven gear. i". ln u ditiereutiul, e source ot power, e plu fnlity ot balancing ejetus actuated thereby', und two driven goers nssoeiated with said balancing gears, the teeth on seid gears being shaped to provide interengeging contact ot ig elficiency, seid balancing nears being with their teeth in different phase relations whereby :i relutively inetli cient engegenient by one balancing gear will be simultaneous with u relatively more etilcient engagement by another balancing gear. 8. l u differential, :i pair ot muster gear Vwheels sind t pair of' sutellite` pinions meshtherewith, each et said ir wheels and piiiions having' :i tiet triotonel surface on its buck end bevel geur teeth on its active front surface. seid geur teeth being of such u profile as to be substantially unstripnble by co-ucting tooth pressure, seid teeth heving o, pressure :ingle creating e thrust upon seid t1? tional surface substantially equal to or greeter than the tangential tooth pressure. the tooth trices ot both ot' said gear Wheels zuid pinions beingot such en angle that the are ot correct contact is less then the angular pitch. tie teeth of the seid pinions being in (litter-ent phase relation with the teeth ot sei gear Wheels.

n` housiig, end gearing .9. ln combination disposed in the housing ncluding e tirst geur, end e plurality oit gears in mes?L th" seid first geen euch ot seid gears i, trictionel surface formed on its cli i d geur teeth on its active front surtece. ell Suid gears employing e pressure anote between sind TOO, the teeth ot seid plurality ot gears being in ditierent phase relatifn with the teeth oit seid rst gear, the said jrictionnl surtaces e gnging the seid housing und serving` to form clutches.

l0. l'n con'ibinetion, o. enge, ineens for driving the seid enge, en axle passing through the seid cage, the said axle compristivo parte, erh ot which project into the cage, the seid parte being in alignment,

the seid enge being provided with tint trictionzil sui-feces substantially concentric with the said axle. Wheels on the ends ot the axle parte. Within the cage, said Wheels having substantially i'let cheeks (Jo-operating With th seid frictionel surfaces on the cage to :torni clutches, and pinions mounted in they cage between the Wheels, seid Wheels and pinions bearing (zo-operating teeth oit zippro-Xi .itely involute torni ot a pressure angle 5 at enough to produee sutiicient pressi re between the clutch members :is to create friction approaching the torque on the cage, the teeth on seid pinions being in ditferent pli-se relation with the teeth on said Wheels.

il. ln combination, ce` l ot friction surte tes, ineens 'tor driving :reid erige. u pair ot diiterentiul Wheels disposed in the seid cage, e plurality ot' friction members associated With the said wheels and e plurality ot diiterentiul pinions (1o-operating with said Wheels to produce pressure between seid friction members und seid friction surteces, seid Wheels and pinions having co-operating gear teeth upon thein servirle; coins, seid teeth having pV ure eng-lcs greet enough vto produce substuntiiil locking between seid friction surtzices the teeth on seid pinion-s being in ditierent pliuse rotation with the teeth on said ".rheels.

l2'. Ditlereutiul gearing of the planetary bevel Wheel vge oi low nechanical etlicieney, con'ipr g ing` e pair of sun Wheels and :i plurality ot cooperating planet pinions, the .teeth ot which have u predetermined Wide nngle'oit oiiiliquity, the number of teeth on euch planet pinion bearing such relation to the number ot' teeth on the sun wheels that, with seid predetermined angle ot obliquity ot the teeth, only one tooth of any pinion will be in driving engagement With the teeth oit' u sun ivneel et o. time, the number ot planet piuions employed end their disposithm about the agis et' the sun Wheels b g' such that upon relutive movement be- 1 the )tenet pinions'aud sun wheels. continuous driving engagement is main`r Oe having e plupinious.

153. ln combination. :t differential housing, diii'erentiel gearing disposed in the seid housing including e first gear, and a plurality ot gez'n's in mesh With the seid first gear, ell th.;A seid gears having teeth employing u pressure angle ot such a velue es to develop :i pressure reaction not less than the tangential teeth pressure, the teeth ot the seid iiurnlity ot gears being in different phase relation with the teeth of Suid iirst geur, und clutch ineens disposed intermediate the diiierentiul housingl and euch ot the seid plurality ot gears.

ln witness whereot, l hereunto subscribe my naine this 18th dev of October, 1923.

@noir Hei/inten TAYLon. 

